Stop for car doors



Oct. 4, 1932. E. J. FEHR STOP FOR CAR DOORS Filed April 9, 1931 2 Sheets-Sheet ATTX Oct. 4, 1932. E J FE 1,881,401

STOP FOR CAR DOORS Filed-April 9. 1931 2 Sheets-Sheet 2 Patented Oct. 4, 1932 UNITED STATES PATENT OFFICE EUGENE T. FEHR, O'F HAMMOND, INDIANA,- ASSIGNOR TO'CAMEL COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS STOP FOR GAR DOORS.

Application filed April 9,1931. Serial No. 528,830.

It is an ob ect of this invention to provide stops for sliding doors that are simple in construction, strong and durable and capable of withstanding the severe stresses to which they are subjected under impact of sliding doors.

A further object is the provision of stops for car doors capable of successfully resisting impact occasioned by such doors without injury to the doors.

A further object of the invention is the design of stops for sliding doors having the characteristic of dissipating a substantial portion of the stresses imposed thereon.

The present usual car construction for railway house cars employs rigid stops for limiting the opening movement of sliding doors customarily provided on such cars. These stops were found to be sufiiciently satisfactory. However the advent of more easily sliding doors concurrently raised very definite difiiculties in the means for limiting opening movement of these doors. The rigid type of stop was no longer eflicacious for this purpose. It was found that the stops were being sheared under impact of the doors, that the rivets securing the stops to the car were being sheared and that the doors were being buckled and distorted.

The difliculties enumerated abovehave been overcome and the foregoing objects of this invention as well as others which will become more apparent as the descriptionproceeds have been realized by the structure described in this specification and illustrated in the drawings forming a part thereof.

In the drawings Figure 1 is a fragmentary elevation of a car embodying one form of the invention.

Figure 2 is an enlarged elevation of the form of stop illustrated in Figure 1 and showing the manner of securing said stop to .the track.

Fig

Figure 4k is a sectional view taken on line 44 of Figure 3.

Figure 5 is a sectional viewtaken on line 5-5 of Figure 2.

Figure 6 is an elevation of a modified formof the invention.

Figure 7 is an end view of the structure shown in Figure 6.

Figure 8 is a sectional view taken on line 8-8 of Figure 7.. v

Figure 9 is a sectional view taken on, line 99 of Figure 7. p

Figure 10 is an elevation illustrating a further modification of the invention.

Figure 11 is a sectional view taken on line 11.11 of Figure 10.

Figure 12 is an end view of the structure shown in Figure 10, the track being shown in section.

Referring to Figures 1 to. 5 of the draw ings, illustrating one form of the invention, there is disclosed a car side 10 upon which is mounted a door 11'. The door is supported for movement relative to the car .side and upon a track 12 by means of a plurality of hangers13-l3 secured to said door adjacent the respective lower corners thereof. These hangers embody rollers 141 1 adapted to roll upon the track 12. The upper portion of the door is retained in position against movement outwardly of the car side by means of a retaining bar 15, while undue inward movement of the upper part of the door is prevented by means of the brackets 1616 secured thereto. A well-known opening and closing mechanism, indicated generally by the numeral 17, is employed with the door. Also a latching and sealing arrangement, indicated in its entirety by the numeral 18, is utilized in connection with the door. Inasmuch as the starting and closing mechanism of the door as well as the hasp and sealing arrangement therefor constitute no part of the present invention no further description thereof is necessary. 2

Secured to the track member 12 and to the retaining member 15 is a stop member 20 embodying one form of the instant invention. As illustrated in Figure 1 the stops 20 applied to the track and retaining members are identical in construction. The structure of the stop member is clearly illustrated in Figures 2 to 5, inclusive, of the drawings. This member comprises what may be termed a backing member 21, a resilient element preferably in the form of a strip of rubber 22 and an abutment member 23. The backing member includes an attaching portion 24: through which rivets are adaptedto extend in order to secure the stop member to a supporting surface. Extending substantially at right angles from said attaching portion is a wall member 25 and extending between said attaching portion and wall member is a' plurality of reinforcing flanges 26-26. Extending forwardly of said wall member 25 and in substantially right angular relation ship thereto is a plurality of vertical flanges 2727 and a horizontal flange 28 constituting, with said wall member 25, a pocket 29 in which the resilient element 22 is adapted to be received. The vertical flange members 2727 are provided with inwardly directed flanges 3030 for a purpose hereinafter indicated. It is observed that no horizontal bottom flange is provided extending from said wall member 25 so that the bottom of said pocket 29 is open in order to permit the insertion of the resilient element 22 as well as the abutment member 23. This open portion of the pocket 29 is adapted to be closed by the member upon which the stop is supported.

The abutment member 23 in the form illustrated is substantially of I shape in cross section. It comprises outward oppositely eX- tending flanges 3l-31, a web 32 and inward oppositely extending flanges 33-33. The latter flanges, as clearly illustrated in Figure 5 of the drawings, are adapted to be positioned within the pocket 29, in engagement with the iii-turned flanges 3030 provided on the vertical flanges 2727. It is apparent from this construction that the abutment member will be limited in its outward movement. The stop member is so positioned on the car side that the impact of the door 11 will be incident upon the abutment member 23, the force of such impact being transmitted to the'resilient element 22 and materially dissipated thereby. In consequence of this fact the stress to which the backing member '21 is subjected is substantially lessened. I i

It will be apparent that the relationship between the backing member 21, the rubber strip 22 and the abutment member 23 may be such that these elements maybe assembled and shipped as a unit since the frictional engagement of these parts will suflice to maintain the assembly. This is advantageous since it prevents loss of parts, protects the rubber strip against injury and reduces handling charges for the separate elements.

In Figures 6 to 9, inclusive, of the drawings there is illustrated a modified stop memher. In this form of the invention a backplied to the backing member 40, preferably bymeans of the rivets 42, is a casting 43,- this casting being provided with a slot as 1nto tend. Thewcasting is provided with a substantially centrally located opening and positioned in this opening and in contact with the backing member 41 is a resilient member a6, preferably in the form of a block of rubber. In order to retain the resilient member as in position an abutment member 47 is provided. This abutment member has oppositely extending flanges d8 and 49 at its upper and lower margins, respectively, these flanges having engagement with the marginal portions of the. casting 43. r The backing member is adapted to be secured upon the car side by means of bolts or rivets (not shown) passing through openings 50 provided therein.

A further modified form of the invention is illustrated in Figures 10 to 12, inclusive, of the drawings. In the construction shown in these figures a backing member 60, somewhat similar to that illustrated in Figures 1 to 5, inclusive, is employed. This backing member is provided with an attaching portion 61 and a wall member 62. Extend ing from said wall member and preferably in spaced relation to the supporting track 12 is a recess portion 63, adapted to receive a resilient element 64; in the form of a rubber block. The recess portion 63 is preferably, though not necessarily, cylindrical. The rewhich the reinforcing rib 41 is adapted to exsilient element 64 is retained in the recess 7 portion 63 by means of an abutment member 65 through which a bolt 66 adapted to extend. This bolt passes through the wall member 62 and is secured by means of a nut bearing against said wall member. The abutment member 65 is provided with a continuous flange 67, adapted to overlap and preferably contact with the outer part of the recess portion 63. By this construction it is manifest that the rubber block 64 is completely protected from the elements and that the abutment member, by reason of its en'- gagement with the recessed portion 63 is constrained to move in substantially a straight line. This construction obtains, furthermore, the advantageous unit assembly described in connection with the embodiment of the invention illustrated in Figures 2 to 5, inclusive.

While certain embodiments of this invention have been illustratedand described it is to be understood that the invention is not limited to the specific details set forth. It is intended that the invention be limited only by the scope of the claims appended hereto. I claim: i

1. A stop for car doors comprising an integral casting provided with a pocket and opposed inwardly directed flanges, an abutment member of substantially I shape in transverse section and resilient means, said abutment member having interlocking engagement with flanges on said casting and said resilient means being interposed between and in engagement with said casting and said abutment member.

2. A stop for car doors comprising a member having a wall portion and an attaching portion, reinforcing ribs connecting said wall and attaching portions, a socket extending from said wall portion, resilient means positioned in said socket, a relatively movable abutment member engaging said resilient,

means and telescoping with said socket and means limiting the movement of said abutment member.

3. As an article of manufacture, a door stop, said stop comprising an attaching flange and a wall depending from said flange substantially at right angles thereto, a socket formed in part by said wall, a rubber block positioned in said socket in engagement with said wall, a relatively movable member seated in said socket, interengaging flanges provided on said socket and said member, said rubber block and said member being retained in said socket by the frictional engagement between said wall, rubber block and member.

4. As an article of manufacture, a door stop, said stop comprising an attaching flange and a wall depending from said flange substantially at right angles thereto, a socket formed in part by said wall, a rubber block positioned in said socket in engagement with said wall, a relatively movable member seated in said socket, interengaging flanges provided on said socket and said member, said rubber block and said member being retained in said socket by the frictional engagement between said wall, rubber block and member, one end of said socket being open whereby assembly of the parts of said stop may be effected.

5. A stop for a sliding door of a railway house car comprising a main member having a securing flange and a backing wall, flanges extending angularly from said wall and forming therewith a socket having an open end, a block of rubber and an abutment member, said block of rubber and said abutment member being assembled with said main member by insertion into the socket through the open end thereof.

Signed at Hammond, Indiana, this 6th day of April, 1931.

EUGENE J. FEHR. 

